WA TRANSPORT MAGAZINE - AUGUST 2021 EDITION

THE TRANSPORT AND MACHINERY MAGAZINE OF WESTERN AUSTRALIA

WA

ISSN 2202-6193

100007516 August 2021 | price $6.95

TRANSPORT magazine

Page 2

SUICIDE BY TRUCK (SBT) – We need to talk about this The message truck drivers want understood is, “There is a real human being here… I’m not an extension of this truck. I am a living, breathing human being and what you are about to do involves me.”

Forcing a stranger to kill you with his/her vehicle, is something that truck drivers don't want to think about however, not discussing, reporting nor collecting any data is obviously not working in bringing an awareness to how this affects those in the transport industry who are exposed to it

IN THIS ISSUE: VALE – Steve Post GKR Transport sold Good time to be a transporter $14 million for WA truck rest areas WATM • August 2021

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Owner Drivers deserve a safe and sustainable industry

By Tim Dawson | Branch Secretary

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he TWU has campaigned for many years for a safe and sustainable transport industry.

Unfortunately, in 2016 the then Turnbull LNP Federal government ripped up the RSRT, along with the opportunity to have a safe and sustainable transport industry.

There have been 196 truck drivers killed on Australian roads since the RSRT was torn up.

So, any promise of replacing the RSRT with something that would make our roads safer is just hollow words.

The Federal Government promised they would implement a system that would make our roads safer and establish a sustainable transport industry but have so far done nothing.

It is not much to ask to have a safe and sustainable industry where operators have a system that delivers a rate where owner drivers can recover costs and make a profit.

The Road Freight Industry Council has been through a review of the current Owner-Drivers (Contracts & Disputes) Act 2007 and has recommended changes to the State Government.

If adopted, these recommendations strengthen the Act around minimum payment times, rates that are safe and sustainable, and where operators can recover their costs.

If an owner driver makes a complaint, they may not get any more work.

The Act must be compliance driven, so complaints about unfair contracts written or verbal, unsustainable rates or any issues owner drivers have that are unconscionable are compliance driven to protect the small guy.

We also need to change the Act so that all commercial vehicles, and not just those over 4.5 tonnes are covered.

These are changes that will make

If adopted, these recommendations strengthen the Act around minimum payment times, rates that are safe and sustainable, and where operators can recover their costs our roads safer. We call on the State Government to change the Act and implement these recommendations now.

We do not have to look far to see that if you have a system where owner drivers are paid a safe and sustainable rate that roads will be safer and the system fairer.

In Korea, transport workers (an overwhelming number of truck drivers in Korea are owner drivers) have recently, as of January 2020, adopted a ‘Safe Rates’ system.

The goal of this system implemented in Korea is to guarantee fair rates of pay for truck drivers, and thus alleviate overwork, speeding and overloading, the main causes of accidents, and ensure the safety of not only truck drivers, but also the wider public.

Drivers in Korea were surveyed before and after the implementation of this safe rates system.

The average driver’s age was 50.9 indicating an aging workforce. The average age of these drivers’ vehicles was also high at 10.14 years with the average production year 2009. Aging vehicles obviously mean higher maintenance costs and an increased likelihood that drivers will cut corners on maintenance if they do not receive fair rates.

52.3% of survey respondents purchased their trucks new and 45.9% purchased their trucks used. 81.6% of respondents (and 95.5% of those who had purchased new trucks) purchased their vehicles using a vehicle mortgage. Roughly half of respondents were still paying off vehicle loans at the time of the survey. Without guarantee of fair rates, economic pressure from vehicle loan payments increases and can become a factor in inducing overloading, speeding and overwork.

In other words, a lack of fair rates leads to increased economic pressure leading to more dangerous working conditions.

The survey indicated that the effect Safe Rates had for owner-operators in Korea included, a reduction of contracting steps to prevent exploitation, increase in market transparency, decrease in price competition, reduction of accident risk due to reduction in overloading, reduction of accident risk due to reduction in speeding, reduction of accident risk due to reduction in overwork, reduction of working time, increase in time spent on maintenance, increase in net income, increase in satisfaction with family life, increase in leisure time, increase in time spent on health, decrease in work-related stress and an increase in satisfaction with quality of life.

Ultimately there is a lot to gain from a safe rates system in every country, developing or developed. Safe rates are about preventing deaths on our roads.

Transport Workers across the world do a dangerous job and should be renumerated for that risk. As proved by the Koreans, we need safe and sustainable rates to hold companies at the top of the supply chain and their clients to account for standards that prevent cutting corners and keep everyone who uses the roads safe.

WORK IN TRANSPORT? PROTECT YOURSELF! JOIN YOUR UNION

🌐🌐🌐 www.twuwa.org.au

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📞📞📞 1800 657 477 ✉ info@twuwa.org.au

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Our Heavy Vehicle Helpdesk is available 7 days a week.

Talk to us about: Permits

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Tel: 138 486 Fax: 9475 8455 Email: hvs@mainroads.wa.gov.au www.mainroads.wa.gov.au 1 WATM • August 2021

Focus

Suicide by truck (SBT) – We need to talk about this

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here is a real human being here… I’m not an extension of this truck. I am a living, breathing human being and what you are about to do involves me.”

This is the message that Australian truck drivers want the public to understand when it comes to Suicide by truck (SBT).

When a person takes their own life, more than one life is destroyed. Family, friends, neighbours, employers and co-workers are devastated but if suicide victim involves a stranger in their demise, the results can be even more damaging and far reaching.

Forcing a stranger to kill you with his/her vehicle, is something that truck drivers don't want to think about however, not discussing, reporting nor collecting any data is obviously not working in bringing an awareness to how this affects those in the transport industry who are exposed to it.

According to Headspace, evidence of a suicide contagion’ effect relating to inappropriate media coverage of suicide may have contributed to a fear of talking about it.

Obviously, it is important ‘how’ the media reports this, but Headspace clearly says, “Talking about it will not ‘plant’ the idea in their head”.

Headspace also points out that not every suicide is preventable.

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The difficulty of reporting on this subject is related to ‘how’ it was done for fear of copy cats. However, is the main stream media reporting that vilifies the truck driver a fair and responsible approach?

It is also hard to prove SBT unless there is a verbal forewarning or note proving that that someone intentionally drove their vehicle directly into the path of a moving truck or stepped in front of it.

It is also hard to prove SBT unless there is a verbal forewarning or note proving that that someone intentionally drove their vehicle directly into the path of a moving truck or stepped in front of it.

Often, the resulting death is categorised as an unfortunate accident by the authorities. However, in many incidences, suicide is the only reason that makes sense when everything else is logically ruled out.

What most people find hard to understand is ‘why’ someone would take their life and involve a stranger.

In an article in Australian Psychiatry entitled “Suicide and murder-suicide involving automobiles” it was noted that driver suicide may be chosen for the sake of family and friends – in order to look like an accident.

In researching this story, we reached out to support organisations and could not

find any ‘public’ information or resources for helping the public understand the consequences of SBT or support for truck driver who had experienced it.

With a long term assumption that the risk of sharing information about suicide inadvertently leads to more deaths discounts the wider effects and impact on the living – and in particular, the truck drivers who experience it.

If SBT is not talked about, and specifically how it affects the ‘innocent’ stranger involved then how can the public be educated to think of the consequences of who it affects beforehand?

And where does this leave the truck driver who has had their life forever altered, and not for the better?

The common thread that ensues is that these drivers leave the industry and for the few that are willing or able to talk about it publicly they say the incident has forever altered their trust in people.

They struggle with the event, many for the rest of their lives - taking away from them one of the things they loved the most – driving. Many report anxiety that it is going to happen again.

Depression, guilt, shame, fear, flash backs, sleeplessness, nightmares, hallucinations…

Forcing a stranger to kill you with his/her vehicle, is something that truck drivers don't want to think about however, not discussing, reporting nor collecting any data is obviously not working in bringing an awareness to how this affects those in the transport industry who are exposed to it

the list goes on with Post-traumatic stress disorder (PTSD) cited as one significant outcome of SBT. For Owner Operators, some are financially ruined if the other party was not insured. For all transport businesses there are the cost of repairs, the loss of drivers, a loss of income, their clients' freight including valuable livestock are involved (often dying horrifically or being maimed), and there is loss of life as not all SBT’s are one sided.

No data collection The time has come for government and the wider community to partner with the transport industry to prevent ‘suicide by truck’ (SBT) and support the parties involved.

The National Road Safety Partnership Program (NRSPP) believes so, and in a submission in response to the Draft National Road Safety Strategy 2021-2030, they said that consideration should be given to including an action within the Draft Strategy focusing on the issue of suicide in the road system. The greater recognition of this issue in the road safety domain would align Australia with Sweden, which is generally recognised as one of the world’s leaders in road safety. Sweden formally identified suicide in road safety in 2010 when it started including it in its reporting. In 2012, a specific method for identifying suicides was adopted confirming it represented

approximately 10 per cent of road deaths.

Since 2018, the NRSPP has been leading a collaborative project funded by Austroads exploring Suicide in Road Transport (SiRT) in Australia. The project involves nearly 100 partners and originated following research

by Toll Group on their road fatality data identifying third party suicides on the road network as a major issue for their organisation.

Currently little is known about the numbers, trends, location or scale of suicides on Australia’s road system because the data is not collected or reported on and this is not helped by confirmed suicides being removed from the official road toll.

But what is known, based on crash investigations by Sweden’s Chalmers University of Technology researchers in 2014 where they estimated that SBT accounted for 17.2 per cent of large truck crashes in Europe and North America.

Monash University Accident Research Centre (MUARC) in Australia has estimated that driver suicide accounts for between 1.1–7.4 per cent of all traffic fatalities.

NTI developed a criteria to identify suicide and assessed against this criteria found that 37.5 per cent of multivehicle fatal incidents in 2017 were either indicated or strongly-indicated to be suicide, with 20.8 per cent being strongly indicated as suicide.

Dr Sarah Jones, General Manager

Road Transport Safety and Compliance, from Toll Group compiled a study of Toll employees, contractors and casuals and in a presentation to the NRSPP “Suicide by Truck – the Toll experience” concluded that 14 - 20 percent of incidents are confirmed SBT and that is almost certainly an underestimate because the Coroner’s courts have a presumption against suicide and the recognised tendency for some souls to disguise the cause.

Dr Jones says, “Progress can and must be made on this subject and the first step is acknowledging there is an issue.”

"Policy resources tend to be directed to areas of highest risk, but the data on suicide by truck is largely invisible [or] hidden so it has not attracted attention.

"We need to be candid with truck drivers that SBT is an occupational hazard and be up-front about the psychological impact this experience can have.

"A driver who is informed about the risk of trauma-induced depression, anxiety and post-traumatic stress can recognise symptoms at an early stage.

"Fortunately there is an increasing awareness of the role mental health plays in safe and productive workplaces, so hopefully the stigma around seeking help/ acknowledging the impact is reducing.

"Thirdly, we need to commit to talking about suicide by truck in a responsible, sensitive way. Language is important.

The truck driver - Dealing with SBT According to a Monash University report, truck drivers are less likely to seek mental health support.

This needs to change. Everyone reacts differently to trauma and every opportunity must be given and taken to recognise any signs that something is not right. You deserve to return to normal or accept the event that you had no possible control over.

This means you must help yourself and those around you and seek professional help if you are an Owner Operator. There is no weakness in doing this.

Fleet operators such as Toll have systems in place and Toll classifies all fatalities as significant safety incidents, or SSIs which require thorough investigation.

All drivers involved in fatalities or other serious incidents are required to debrief and are offered counselling and assistance either through the Toll Chaplaincy or the Employee Assistance Program.

If you have been affected by this article, help can be found at Lifeline on 13 11 14, and beyondblue on 1300 22 4636.

WATM • August 2021

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WA

TRANSPORT

magazine

VOLUME 27 | NUMBER 7

FROM THE PUBLISHER

Angry Chicken Publishing Pty Ltd Telephone 0430 153 273 www.angrychicken.com.au ABN: 35 486 530 095

PUBLISHER / COMMISSIONING EDITOR Karen-Maree’ Kaye T: 0430 153 273 Email: karen@angrychicken.com.au WRITERS Karen-Maree' Kaye, Russell McKinnon CONTRIBUTORS Jan Cooper, Cam Dumesny, Carol Messenger, Ray Pratt ADVERTISING ENQUIRIES Angry Chicken Head Office T: 0430 153 273 E: karen@angrychicken.com.au DESIGN / PREPRESS Cally Browning | Bare Creative

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have not seen this amount of rain for years… so many that it would age me.

Our most precious commodity and I hope it has gone a long way to filling up dams across Western Australia.

No doubt from the pictures I have seen it is making our transport operators lives challenging with floods and road closures.

This month, I decided to research and write about something that has been worrying me for a long time, and I understand not everyone is going to agree or like this – but namely suicide by truck (SBT). I can’t thank the operators enough who have spoken to me that have experienced this and sharing how it has affected you. As I delved further into the facts, data (or lack of it) I was astounded by how badly this has been handled at all

ACCOUNTS T: 0430 153 273 E: accounts@angrychicken.com.au

levels. Not talking about something does not make the problem go away and my hope is that if one person in the public reads this and it can influence them to not use a truck to take their life – because they understand the ramifications of their action – then it will be worth it. I will make this story available on the magazine’s Facebook page at www.facebook.com/ watransportmagazine and if you can share it so it reaches the public domain that would be great. While you are there can you like our page too.

Lots of good stuff in this edition and the common theme that ‘Now is a good time to be a transporter’.

Best,

Karen

CONTENTS

PRINTER Daniels Printing Craftsmen SUBSCRIPTIONS Subscriptions available directly from the Publisher.

T: 0430 153 273 E: karen@angrychicken.com.au Australia: 1 year $76.45 (inc GST) 2 years $152.90 (inc GST)

6............................................... VALE – Steve Post

Overseas subscribers: Airmail postage will be added to subscription rate.

12............................................ Focus – Facilitating safe overtaking of slower moving vehicles

Editorial Submissions: The Publisher welcomes

estern Roads Federation: If trucking can’t lead now – 14............................................ W it never will

editorial submissions. Once received they will become the property of the Publisher who reserves the right to edit the or adjust the content to fit with the format of our publication.

West Australian Transport Magazine (WATM) is published by Angry Chicken Publishing Pty Ltd ABN: 35 486 530 095 All rights reserved. No part of this publication may be reproduced, adapted or transmitted in any form by any process (graphic, electronic, mechanical or storage and retrieval system) or sold, resold or otherwise exploited for any purpose without consent of the Publisher.

The publisher, contributors, editors and consultants disclaim any and all liability and responsibility to any person or party, be they a purchaser, reader, advertiser or consumer of this publication in regards to consequences and outcomes of anything done or omitted, or being in reliance whether partly or solely on the contents of this publication. No person, organization or party should rely on or on any way act upon any part of the contents of this magazine without first obtaining the advice of a fully qualified person. The Publisher shall have no responsibility for any action or omission by contributor, consultant, editor or related party for content within WATM. The opinions and content within WATM does not necessarily reflect those of the Publisher, editor or their agents. No responsibility is accepted for damage or loss of material supplied to the publisher.

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2............................................... Suicide by truck (SBT) – We need to talk about this 10............................................ FMH Group acquires GKR Transport 11............................................... Truck number plates deemed offensive

16............................................ LRTAWA: It’s a good time to be a transporter 17............................................. Truck driver medical standards should be improved 14 million of improvements to heavy vehicle rest areas 18............................................ $ across WA ongratulations to Craig Smith-Gander for Member of the 19............................................ C Order of Australia ananni Haulage’s Georgia Goss – the next generation 20.......................................... D industry leader

21............................................ Out of date truck widths

Every Month 7................................................ Questions to the State Government 8............................................... Fair Go for Owner Drivers 13............................................ Bird’s Eye View 22.......................................... HCVC 24.......................................... WA Transport History

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TR ANSPORT magazine

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REGIONAL ROADWORKS SIGNAGE REVIEW ONLINE SURVEY The Regional Roadworks Signage Review Reference They Group want you to share your experiences. could want to know the things that work well, what you be done better and for you to suggest what might do to improve the use of temporary roadwork roads signage on our Western Australian regional

IN THIS ISSUE: Steering towards better sleep New AMMS operating conditions Should international drivers get more training?

Driver distraction or suicide?

WATM • June 2021

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News

His passion was fuelled by the experiences of his many roles in industry from Owner Driver to risk assessor, and by his genuine care for people, and for what he felt was right

VALE – Steve Post

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ransafe WA is mourning the loss of its Founding Chairman Steve Post.

Steve passed away on Thursday 24 June, 2021 following a brave battle with brain cancer.

The Staff and Committee of Management of Transafe WA have extended their deepest sympathies and condolences to Steve’s wife Carole, his children Matthew, Kate and Louisa, and the extended Post family.

A passionate and dedicated advocate for the road transport industry in WA, Steve strove for safe and fair outcomes for individuals, industry and the community.

As Chair of Transafe WA since its

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incorporation in 2012, it was Steve’s vision to provide a forum for industry to share information and progress positive change that would ensure personal and industry risk was absolutely minimised.

“Steve was a forward thinker who determinedly worked to ensure positive outcomes rather than simply talk. His passion was fuelled by the experiences of his many roles in industry from Owner Driver to risk assessor, and by his genuine care for people, and for what he felt was right,” said Transafe WA Executive Officer Ana Stachewicz.

Steve held senior management positions in insurance and risk surveying, and with

livestock, grain, fuel and mining haulers. He also worked for some years as an Owner Driver in long distance heavy haulage.

“Steve loved a long drive, and not being able to get behind the wheel in his final year was particularly hard for him,” said Ana. His absolute commitment to safety within the transport industry was recognised in 2011 with the Western Australian Road Transport Association award for the most outstanding contribution to the road transport industry.

In the same year Steve was awarded an inaugural life membership to Transport Women Australia Ltd for support given to the organisation, and for outstanding industry contributions.

Along with his roles advocating for the industry through Transafe WA and other associations, Steve was an elected member of the City of Mandurah for seven years serving as a local government councillor.

He was also a great mentor for young people encouraging and supporting them in many endeavours particularly community activities and leadership, and he did a lot of work advocating for the victims of road trauma.

Steve will be sorely missed.

Over to you QUESTIONS TO THE WA STATE GOVERNMENT

Thank you to our WA State Government for answering WA Transport Magazine reader’s questions. If you have a question that is related to the transport industry please email it to the publisher at: karen@angrychicken.com.au Question Why can't the length of a combination be measured from the kingpin?

This would allow a longer prime mover. A longer prime mover is much more comfortable to operate and live in.

Why is it still not open and has a temporary fence around it? A explanation would be great as this is our work place I’m sure no politicians nor any one from Main Roads would wait for a toilet to be operational. It has been like this for months now.

Answer from Main Roads Spokesperson Main Roads assesses each road prior to approving RAV access.

This includes conducting swept path assessments and measuring railway crossing and intersection stacking distances.

As such, a maximum length needs to be specified, which is the basis of these assessments.

Longer vehicles may be approved under the WA Performance Based Standards (PBS) Scheme, which have separate access approvals. The PBS Scheme assesses the vehicle combination based on its safety performance rather than the prescriptive length limits.

More information on the PBS Scheme is available on the Main Roads website.

Answer from Main Roads Spokesperson The Menzies Heavy Vehicle parking bay is under the ownership of the Shire of Menzies and it is their responsibility to maintain the facilities associated with it.

Question My question is regarding the new toilet block that was built in Menzies Western Australia in the parking bay about a year ago.

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WATM • August 2021

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Over to you A FAIR GO FOR OWNER DRIVERS by Ray Pratt

Every worker should come home safe – always

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very worker should come home safe - always. No one going to work should be saying goodbye to their families for the last time. Yet we face the grim reality that trucking really is Australia’s deadliest industry.

Statistics show that in Australia more than one person a week is killed just trying to do their job in the transport industry.

Tragically, truck drivers killed on the road just become another traffic accident and so while all fatalities on the road are investigated by the Police they are not usually investigated by Work Safe.

This is appalling as a full investigation

by Work Safe would probably paint a picture of an industry that is riddled with unsafe work practices forcing truck drivers to work harder and faster for low pay.

A truck fatality on the highway usually attracts a small comment on the nightly news and that’s all we hear about it. Work carries on, trucks keep carting freight and a few days later it’s all forgotten about - except for the grieving of a family and friends that have lost a precious loved one.

It’s a shame the same scrutiny isn’t applied that we see when there is a fatality on a mine site. Mostly all fatalities on mine sites bring a closure of all activity

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for several days while a comprehensive investigation takes place. The end result is mining resumes when measures are put in place to make sure no more accidents can occur. If such procedures were applied when there is a fatality in the transport industry I’m sure we would see a picture emerge of an industry that is in trouble.

The evidence is clear to every truck driver that we operate in very difficult circumstances for very little return which in turn compromises our safety and the safety of the other road users.

Tragically, truck drivers killed on the road just become another traffic accident and so while all fatalities on the road are investigated by the Police they are not usually investigated by Work Safe

There should also be an investigation into the wealthy major companies that affect the smaller transport companies and operators safety by driving down sustainable rates.

Trucks are our office and our home for too many days of the week and the highway is our workplace. We should be able to go about our trip knowing that our work environment is safe.

The transport industry really is in dire need of help. It’s been many years now since the Government removed the Road Safety Remuneration Tribunal (RSRT).

The RSRT was to be a game changer for the transport industry but failed because big multi-national companies lobbied everyone into believing it would destroy the transport industry.

The truth is the large multi-national companies knew it was going to be the end of exploiting truck drivers and they would have to pay the real cost for transport. We were told by the Government at the time that in return they would do whatever it takes to fix our problems within the industry but as usual we haven’t had any help or issues solved. It’s hard not to be cynical.

Keep it safe, Ray Pratt.

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www.khitch.com.au WATM • August 2021

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News

TCA accounced MTData as certified service provider

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FMH Group acquires East-West specialists GKR Transport

n July 1, FMH Group announced its acquisition of leading general freight carrier, GKR Transport who with a fleet of road trains, provide a reliable express service and superior transit capability in the East-West-East Lane.

GKR offer daily pickups and twice-weekly departures to and from Perth, Adelaide, Melbourne, Sydney and Brisbane. With headquarters in Perth, GKR Transport has five depots within all major Australian states.

GKR Transport will be joining Niche Logistics, BagTrans and efm Warehousing in the transportation and warehousing division of FMH Group, known as Logistics Holdings Australia. The Group’s other two divisions are fourth-party logistics (efm Logistics) and technology (FLIP).

FMH Group CEO, Simon Slagter, says the acquisition is aligned to the Group’s strategy of expanding reach and service offering.

“We are delighted to acquire GKR Transport. GKR Transport has a strong brand in the market and highly respected leadership and I’m very excited to be bringing them into the fold. The acquisition will allow us to offer a superior transit service to customers across the FMH Group shipping freight from the eastern seaboard to Perth and/or return.”

GKR Transport will retain its existing identity and will continue to operate self-sufficiently but aligned to the Group strategy. The acquisition is also beneficial for GKR Transport, whose founder, Kevin Small, started the business in 1985 and will continue with the company.

“I am proud to have been part of building up such a successful company.

I owe my thanks and gratitude to fellow directors, David and Paul, and to our dedicated management and staff for making our success possible over the past 34 years. I am so pleased to see our

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company become part of a group like FMH Group, which has the technology and track-record to be able to take it to the next level,” Mr Small said.

As FMH Group is a diversified logistics services organisation, all the companies within the Group are independent.

“Having a leading specialist provider in our Group gives us another bow to draw upon in customer solution design. Our 4PL, efm, remains 100% independent and will operate at an arms-length from GKR Transport. They will be subject to the same stringent screening process that efm undertakes for all its carriers,” Mr Slagter said.

GKR Transport will be retaining its existing customer base and workforce. The acquisition was effective immediately.

FMH Group is a holding company with diversified interests across logistics services. Through the integration of their technology, people and physical assets, they enable an efficient and sustainable supply chain.

FMH Group is backed by SingPost Logistics Holdings, a subsidiary of Singapore Stock Exchange-listed Singapore Post. SingPost became a substantial minority investor in December 2020, enabling FMH Group to add value to its customers by further investing in enriched technology solutions and its people. For more information.

The acquisition is also beneficial for GKR Transport, whose founder, Kevin Small, started the business in 1985 and will continue with the company

ransport Certification Australia have announced MTData as a certified service provider through the National Telematics Framework (NTF).

The certification of MTData means that it can now offer the Intelligent Access Program (IAP), Telematics Monitoring Application (TMA) and Road Infrastructure Management (RIM) applications to transport operators across the country.

MTData is Australian-owned and operated, and supports businesses with tailored telematics hardware and software.

The certification heralds the retirement of Transport Compliance Services (TCS) – a fully-owned subsidiary of MTData – and one of the original IAP service providers to be certified by TCA.

MTData is Australianowned and operated, and supports businesses with tailored telematics hardware and software Existing IAP customers with TCS are now migrated across to MTData.

With this certification, MTData can now offer the full range of applications available through the NTF to transport operators.

Aaron Balthazaar, GM Certified Telematics for MTData, said, “With almost 20 years in fleet management tailored to the Australian industry, we’re pleased to add IAP and TMA to our service offerings that combine intelligent firmware with high-quality technology.”

He said, “This positions MTData for the future needs of our customers who want to take advantage of new arrangements available in Victoria and New South Wales. These include Higher Mass Limits in NSW, Special Purpose Vehicle (SPV) and Performance-Based Standards (PBS) Vehicle Monitoring schemes in Tasmania, and the High Productivity Freight Vehicle Monitoring Scheme (HPFV) in Victoria.”

News

This is the only complaint received with others as baffled as Mr Smith on how anyone could deem them offensive

Truck number plates deemed offensive R

emember is the last edition of WA Transport magazine we talked about the end of demeaning slogans on vehicles in Western Australia, well it would seem individuals in other states are already on the ‘look out’ for anything they could be offended by with reports of a commercial cleaner who specialises in infectious scrubbing who has had his truck number plates cancelled because they reference COVID-19 in Victoria.

After one complaint, Pete Smith’s plates, which read “CVD 19”, were recalled by VicRoads.

He was told that they’d have to be handed in by July 29 because they referenced coronavirus and could be construed as “offensive”.

A letter from VicRoads to Mr Smith said, “Number plates containing offensive language, anti-social values or a negative road safety message are generally unacceptable and may not be made available for sale or in some circumstances, recalled after sale.”

Mr Smith said he can’t see what the issue is and has had the plates since April 2020 when he wanted this wording as it bought attention to the capabilities of infectious scrubbing his business offered and he thought the number plates would instil confidence in his customers.

This is the only complaint received with others as baffled as Mr Smith on how anyone could deem them offensive.

This mirrors another incident in June 2020 when a Victorian man’s registration

plates were cancelled because they ‘referenced violence.

The plates reading “WEPN” were on Peter Hanson’s car for a decade without any issue before they were recalled by VicRoads.

Yes, this is in Victoria however what is

concerning is that governments will act on ‘one complaint’ and in this day and age of people looking for something to be offended by nobody in any state of Australia is without risk, even if the majority of the populous take no offence.

Freight and Logistics Council of WA welcomes new Chair

T

ransport Minister Rita Saffioti has welcomed the announcement that Megan McCracken will be appointed the new Chair of the Freight and Logistics Council of WA from August.

Ms McCracken brings extensive knowledge to the role from her three decades of experience in the resources, automotive, energy and rail industries in Western Australia, Victoria and New South Wales.

She has served on several boards and committees in the freight and logistics industry and since 2017 has Chaired the Board of the National Association of Women in Operations.

She will succeed current Chair of the Council, Nicole Lockwood, who was appointed to the role in June 2016.

The Freight and Logistics Council of WA was established in March 2009 and meets bi-monthly to discuss and

progress issues of strategic importance to the State’s freight and logistics activities.

Minister Saffioti said, “I would like to congratulate Megan McCracken on her appointment as the Chair of the Freight and Logistics Council of WA. “Ms McCracken has experience serving on many boards and committees in the freight and logistics industry and I look forward to working with her to progress Western Australia's freight and logistics activities.

“Her background and experience will ensure the Council is well positioned to continue to improve Western Australia’s freight and logistics future.

“I thank Nicole Lockwood, the outgoing Chair of the Council, for her exemplary service since June 2016 and wish her well in her future endeavours.”

WATM • August 2021

11

Focus

• Be patient.

• Make sure you can clearly see the road in front and that you have a long, straight stretch of road ahead of you.

Overtaking trucks takes a lot longer than a regular car. If you can’t see what’s ahead, do not overtake - wait for a safer opportunity.

• NEVER overtake on a curve or hill where visibility is reduced.

• After you’ve passed, wait until you can see the vehicle’s headlights in your rearview mirror, and don’t forget to indicate, before returning to the left lane.

• If you’re towing a caravan or trailer, give yourself extra room.

Facilitating Safe Overtaking of Slower Moving Heavy Vehicles

H

eavy vehicles including triple and quad road trains transporting bulk minerals, and Over Size Over Mass (OSOM) vehicles transporting large mining machinery, often travel slower than light vehicles and general freight heavy vehicles.This can sometimes lead to driver frustration for those caught behind the slow moving vehicles, particularly if there are no overtaking lanes in the area.

If you’re the driver of a slow moving heavy vehicle, or the driver of a pilot vehicle which accompanies a slow moving OSOM vehicle, there are a number of things you can do to facilitate safe overtaking, and help ensure everyone makes it home safely.

While communication with other vehicles via UHF radio definitely helps by letting other drivers know what movements to expect from the slow moving heavy vehicle, without radio contact it can be much more difficult and dangerous.

To try and overcome this, road train drivers often activate their right-hand indicator to let the vehicle behind know there is an opportunity to overtake. While well intentioned, there are a number of safety concerns with this practice.

Firstly, the driver of the vehicle behind the road train might not know that this is considered common practice and might instead be wondering why the road train keeps indicating to turn right. More

12

WATM • August 2021

concerning however, is if the driver behind the slow moving vehicle mistakes an actual right turn signal for a signal to overtake – which could lead to a near miss, or crash.

In addition, the use of right-turn signals by road trains can lead to drivers who are approaching a road train from behind becoming complacent and relying solely on the judgement of the road train driver to determine if it is safe to overtake. However, every driver is different in their reaction and acceleration times. This may result in their vehicle not overtaking as quickly as the road train driver expects, increasing the risk of conflict with on-coming vehicles.

While driving, Pilot Vehicles and Traffic Escort Wardens can sometimes assist road users by using their traffic signals to indicate that it is safe to overtake. However, it is important to note that Pilots and Escort Wardens do this as a courtesy, and this is not considered a direction necessary to facilitate the movement of heavy and/ or OSOM vehicles. Ultimately, it is up to the road user to ensure it is safe to overtake before doing so.

If however, traffic is backed up and the heavy vehicle has pulled over to enable traffic to safely overtake, then drivers must follow the directions given by the Pilot or Escort Warden to safely pass the area. Even in these situations, road users are encouraged to proceed with caution and follow these steps:

National Roadworthiness Survey Main Roads Western Australia (Main Roads) Transport Inspectors are there to: - ensure all heavy vehicles comply with the relevant legislation - provide a high level of safety for all road users; and - protect the road network through intelligence driven enforcement activities, auditing and education.

As part of a recent National Heavy Vehicle Regulator (NHVR) initiative, Main Roads participated in the National Roadworthiness Survey alongside other partner agencies across Australia.

Conducted over 12 weeks, the Survey involved the inspection of various combinations of heavy vehicles including rigid trucks, buses and special purpose vehicles in order to carry out a mechanical safety and health check of Australia’s heavy vehicle fleet. The Survey will play an important role in monitoring the fleet’s condition and assessing the changes since the NHVR initiated the inaugural baseline survey in 2016.

Since the 2016 Survey there have been considerable improvements in vehicle technology, the role of safety systems and investment in developing safety practices.

However, the importance of a daily safety check as part of a driver’s pre-trip routine remains constant and was reinforced during the current Survey.

The Survey will also allow the NHVR and Main Roads to target safety programs at key areas.

As of June 2021, Main Roads had inspected 674 vehicles related to the Survey.

Over to you BIRDS EYE VIEW by Carol Messenger

NONE OF US LIKE TRAFFIC JAMS

I

think it's fair to say that none of us like traffic jams - stuck there barely crawling along and usually when you are in a hurry or late for something.

But what is more annoying is when there is no need for it. It's bad enough when you are in a car and worse still in a truck with cars cutting in and changing lanes because they see a spare six feet that may advance them in the queue.

Apart from the traffic snarls due to roadworks, the most common cause is from accidents and the resulting holdups as [in bad accidents] Police need to take measurements and photos, tow trucks jockey for position to claim the load, emergency service vehicles attend to injured patients and Rubber Necker’s crawl past hoping to get a glimpse of something gruesome.

One of the major problems is the sheer length of time that it seems to take to clear an accident scene on WA Freeways.

Obviously, the first priority is to attend to injured people but the second priority must surely be to drag the vehicles clear of the road and get the traffic moving again.

Why is it such a long drawn out process in WA? With all the new technologies we have such as drones, cameras etc. it should be an easy matter for attending Police to get the photos done and quickly get the vehicles cleared away.

A couple of weeks ago, there was an accident on the Freeway near Berrigan Drive involving a truck and a diesel spill. It took over four hours to clear and get traffic moving again. Four hours is just ridiculous.

The Freeway is a traffic jam most days all by itself, without any accidents, but when you get a bingle like this, traffic can be banked back over 10 kms and no-one is going anywhere in a hurry.

With this accident, one of the major problems was that no-one was advising oncoming traffic that was planning to enter the Freeway that there was a problem ahead - so they had the opportunity to consider an alternative route.

Would it not make sense for the authorities in charge of traffic management to put up signs advising entering traffic of a major incident ahead ‘well before’ drivers

committed to the Freeway route and added to the bank up?

In this case, traffic could have been diverted off onto South Street or Karel Avenue for an alternative route. For those that had come South from the city, would it not make sense to divert them off before they even get to the queue? Yes, you might have to travel a few extra kms round the long way but it's better for everyone than being stuck in a traffic snarl for hours.

I was lucky with this accident that I was going the opposite way but traffic was backed up some seven to eight kilometres and getting worse by the minute.

When the traffic jam is that bad, people get frustrated and then the stupid behaviour begins. Before you know it, you have two more accidents to contend with.

I warned a number of trucks to get off at South Street but that's not my job to do so. Why weren't our traffic management authorities doing that?

These authorities need to be a lot more proactive and see what they can do to ease the situation before it gets any worse. Have a look at where traffic can be diverted off if possible and reduce the number of vehicles that are heading into the existing jam to give it a chance to clear out a bit.

So many times, you go past an accident scene and there is more congestion caused by all the attending vehicles than by the actual accident itself. Get the clean-up crew vehicles, tow trucks and Police and whoever else is there to get off the road and into the emergency lane – that’s what it’s there for. Drag the vehicles off the road if necessary and get the traffic moving again.

In America, if there is an accident on a Freeway, a helicopter comes and picks up the offending vehicle and flies it away.

Maybe this is something that we could look at too. Getting traffic moving again has to be made a priority not just (as it seems) an after-thought.

No-one was advising oncoming traffic that was planning to enter the Freeway that there was a problem ahead – so they had the opportunity to consider an alternative route

WATM • August 2021

13

Over to you WESTERN ROADS FEDERATION by Cam Dumesny, CEO

IF TRUCKING CAN'T LEAD NOW – IT NEVER WILL

M

y Queensland counterpart once said to me, that the Transport Industry needs to win the big argument that we are critical to the economy before we can start getting the wins our industry needs.

Well, if we can’t win that argument ‘now’ in the current environment, then we need to take a look at ourselves…

And here is why Across Australia and around the world, freight and supply chains are becoming topical mainstream issues as disruptions in all modes (sea, air, rail and road) are leading to inevitable shortages, delays and price rises.

Unfortunately, whilst topical the media reports as you can see below all focus on specific industry sectors.

Only one sector is across all of them and that is our transport sector.

So, it is our job is to bring all these together to show that there is one common problem – transport.

And that we need to be front and centre of developing the solutions.

Risk to Grain Harvest Western Australia is on track apparently for a bumper harvest, some estimates claim it to could be a record 18 million tonne.

That’s fantastic for our regions and our industry that supports them. With WA growing nearly half of Australia’s wheat crop but exporting 95% of it that means $ for Australia.

But there’s a problem, reports are that farmers cannot get new or even some 14

WATM • August 2021

spare parts for harvesting equipment but in addition there simply may not be enough truck or even train drivers to transport it. (Further background sees CBH media reports from May 21)

Loss Export Sales Australia has recorded a trade account surplus thanks to booming Iron Ore prices.

Problem is that to capitalise on the great price (around $300 a tonne Australian) you not only need to dig it up, you have to transport it to the Ports.

And that’s where the problem starts for those miners who rely on road haulage; there are simply not enough truck drivers.

As MRL reported, they missed nearly $120 million in export sales because they did not have enough truck drivers and equipment.

(AFR 16 Apr 21) And if you could get them, we now have 12 month waiting lists for new trucks and locally built trailers.

Food Prices Numerous media articles have commented on how a shortage of farm workers will drive up prices, in fact, ABARE back in March said Fruit and Veg prices would spike by up to 29 per cent with labour shortages.

Yes, Australia has a shortage of farm workers to pick the food ‘but’ it also has supply chain disruptions in road, rail, sea and air to collect and distribute it.

What then for our food security and prices? What has happened in other places where that is happening may serve as a useful guide…

In the USA “Stockpiling by food retailers is driving shortages of some staples, grocery industry executives said, and is challenging a U.S. food supply chain already squeezed by transportation costs, labor pressure and ingredient constraints.” (WSJ 6 July 21) But in UK the situation is even worse, where the London Economic reported potential food shortages this summer: Premier Foods, one of Britain’s biggest food companies, called on the government to consider using the army to distribute goods to help relieve a severe shortage of truck drivers.

In July, industry leaders warned Britain could face gaps on supermarket shelves this summer and an “unimaginable” collapse of supply chains after the pandemic and Brexit led to a shortage of more than 100,000 heavy goods vehicle (HGV) drivers.” (London Economic 5 July 21).

Infrastructure Projects and Road Maintenance It’s strongly rumoured that there will be an effort to slow down public investment in road and infrastructure projects as they are facing cost blow outs due to a shortage of skilled labour, including truck drivers and mechanics.

Such investment is critical for all modes in our supply chains, not the least of which are roads where desperately needed repairs and maintenance are needed to make them safer and more productive.

Furthermore, although not yet reported in WA, Victoria has reported that in a boom, builders are going bust due to construction material shortages. Shortages that have blown out the time to build a house by 300%. (Source: The Age 18 Jun 21)

Manufacturing COVID has had one upside in that it has brought back a sharp focus on the fact we as a country need to start making stuff again.

Problem is manufacturers need good supply chains. Because they bring stuff in, add their manufacturing value and then move it along to another manufacturer or the end customer.

But the problem is we don’t have good supply chains.

Just one example is that heavy engineering in the AMC area (I have previously discussed in other articles) this remains under threat as neglect of our OSOM corridors is increasingly inhibiting the cost-effective movement

of manufactured equipment to WA mine and project sites. The alternative of manufacturing overseas and direct shipping to regional ports remains an undesirable but viable option.

Sadly, this week my other half had to give up and licence her manufacturing to European competitor as she could no longer cost-effectively manufacture and supply from WA due to skyrocketing freight costs. Even though she is a small export manufacturer - that will mean a loss of skilled jobs in WA. And she won’t be the only one.

While we are at it, spare a thought for all those sectors trying to develop new markets for their products after they effectively lost Chinese market access. It must be a nightmare to find ways of getting their stuff to those markets.

So What Does that Really Mean For Us? Bluntly it means don’t waste a good crisis.

This is our opportunity to bring Government, Business and Community attention to our value.

So that we can gain their support too:

• Acknowledge that we not just Essential but Critical to the Australian Economy and Community; • Drive through the Safety Initiatives we Need; • Remove the Productivity Barriers and Non- Productive charges including at Ports; • Enable us to gain access skilled labour pools; and • Invest in the road-side amenities and other basics that our people need and deserve.

To do that we need bring the issue to the forefront of Government, Business and Community minds by bringing the whole economy impact to the headlines.

Then to bring forward the solutions, as we are the professionals.

Our industry must lead. Australia has a problem, we have the solutions - it is our time to shine.

It starts on 16 Sep 21, when we are bringing leaders of every sector and supply chain mode to the WA Freight and Logistics Conference, to highlight the problems and to put forward the solutions.

Footnote: Move from Just in Time to Just in Case Warehousing is back, as companies move from “Just in Time to Just in Case”.

In the US for example it is so bad that the average wait time for materials is now 85 days, the longest time since records began 40 years ago.

In Australia, companies are now beginning to build up stocks as they don’t trust supply chains. As Aaron Morey, Chief Economist for CCIWA said to me, according to the latest National Accounts -Australian Companies are now holding the largest inventory in nearly two decades.

Furthermore, the rapid growth in online retail is “Driving the highest level of industrial and logistics development seen on the east coast of Australia since the 2007 and 2008 building boom.“ (Source: AFR 7 July 21) Well it means growth in warehousing means a need for more industrial land, warehouse workers and equipment.

It also means that our members who provide both transport and logistics will see growth opportunities.

WESTERN ROADS FEDERATION IS THE UNITED VOICE OF WA TRANSPORT COMPANIES Western Roads Federation has been formed to give a strong unified voice for companies who use WA roads for commercial benefit.

Western Roads Federation is a membership driven organisation. If you believe in the industry and what you do, then make sure your company is a member, and get involved.

For a membership application form Email cam.dumesny@westernroads.com.au ◆ Phone 08 9365 7799 or 0481 064 371 180 Hay St, East Perth WA 6004

WATM • August 2021

15

Over to you LRTAWA by David Fyfe, President, Livestock and Rural Transport Association of Western Australia (Inc)

It’s a good time to be a transporter

I

t is a quirk of human nature that it seems easier to complain than to highlight the many positives in our dayto-day existence. We ‘sweat the small stuff’ as they say and ignore the bigger picture.

In my opinion the transport industry is a

great place to be right now. There has never been a better time to earn a commercially viable rate.

Even though the Covid-19 experience has brought many, many negatives, if you sift through the gloom there are impacts on

Roads to Reuse Initiative News 16

T

he McGowan Government’s pilot Roads to Reuse project, which uses recycled construction and demolition (C&D) material as road base, has been a resounding success and will now be expanded to use construction material from the former Princess Margaret Hospital site.

The Roads to Reuse pilot used more than 25,000 tonnes of recycled C&D material as part of the Kwinana Freeway Northbound Widening Project from Russell Road to Roe Highway. A further 7,000 tonnes of material was used in the Murdoch Drive Connection project.

A new report found the project demonstrated a range of economic and environmental benefits:

WATM • August 2021

• The Roads to Reuse product specification - which protects health and the environment - is practical for industry, while its rigorous criteria, systems, processes, and independent oversight provided environmental assurance and transparency for purchasers; • The material was consistently high quality and users of Roads to Reuse products have increased confidence in its reliability; • Using the product resulted in engineering benefits, including water saving, increased durability over raw material, and lifecycle cost reductions.

The program will now be expanded

the transport industry that hopefully will have a lasting impact.

Chief among those is the designation of transport as an essential industry. This has not only allowed us to continue working, it has shone a spotlight on poor driver

to include the use of demolition and construction material from the former Princess Margaret Hospital site.

Six buildings have now been demolished on the site with six to go. It is estimated more than 80,000 tonnes of non-hazardous material will be recycled from the demolition site - this is equivalent in size to two Subiaco Ovals.

The road base used in the pilot project was re-purposed material from the demolition of the iconic Subiaco Oval grandstands.

As part of the expansion of the program, the State Government will roll out additional actions to help avoid waste and meet recovery targets.

For example, DevelopmentWA has committed to ensuring all projects with demolition works over $1 million and

Industry associations are full of dedicated people doing their bit to make the industry better, but they can’t do it alone. Associations like the LRTAWA have impact when members are engaged in the discussions facilities, and importantly it has lifted the status of the industry to a level that we have struggled to attain for many years. To the industry’s great credit, drivers have by and large managed their Covid-19 obligations with little complaint and helped keep our economy moving. The challenge now is to capitalise on this momentum and reinforce our professionalism.

One of the other positive outcomes from Covid-19 is the eye-watering investment being made by the WA, Commonwealth and local governments in road infrastructure. Around $3.3b worth of new and existing projects are in the pipeline in the next few years. Whilst there are very serious questions about the capacity to resource those projects, it means there will be ongoing disruption and delays on our roads as much needed upgrades are made. Patience will be required by all of us as we move through roadworks.

Participating in the Regional Roadworks Signage Review has opened my eyes to the perils of being a traffic controller at roadworks and the number of near misses they experience. Like all of us, they have a

development projects over $5 million will be required to produce a waste management plan targeting a minimum 75 per cent waste avoidance and resource recovery.

The findings of the Roads to Reuse pilot are available on the Waste Authority website.

Environment Minister Amber-Jade Sanderson said, “Since 2019, 62,000 tonnes of Roads to Reuse materials have been used in Western Australian roads.”

Transport Minister Rita Saffioti said, "We have an unprecedented amount of major infrastructure projects underway across Western Australia, creating local jobs and supporting the economy.

“It’s important we look at ways to recycle and re-use construction material and I’m proud to say we are leading the nation in this unique approach to road building.

job to do, so hopefully we can respect the role they play. The Regional Roadworks Signage Review is nearing completion and will soon be making recommendations to the Minister. Opportunities for input to the consultation process during this review have been extensive and the recommendations are likely to result in reforms that overcome many of the sore points the industry has been highlighting for many years.

Whilst the booming investment in infrastructure can only be good for the economy and community, there is a question mark over whether we have the capacity to service existing projects and those in pipeline. Not only do we have a skills shortage with experienced truck drivers commanding a high price, but there is also doubt about our ability to source equipment and parts with waits for new vehicles and spare parts of up to eight months now commonplace.

If the Covid-19 excuse is going to be with us for a long time we need to make sure the policy makers are lobbied to help industry smooth the equipment supply chain.

On the skills front, it is hoped there are some practical outcomes from the Premier’s skills summit in late July, which I am looking forward to attending. Consultation forums are only going to be valuable if a broad range of ideas and feedback are provided. I urge you to join your industry association to have your say about the big policy issues that confront us. Industry associations are full of dedicated people doing their bit to make the industry better, but they can’t do it alone. Associations like the LRTAWA have impact when members are engaged in the discussions. They need support to identify priorities to enable strong advocacy and ensure that decisions are taken with the interests of industry in mind as far as possible.

The LRTAWA is holding its 41st conference/industry day on the 14th August at Burswood on Swan function centre. This function assists our association in gaining the resources we need to represent the transport industry and rural transporters in particular. Registration for the industry day is open to non-members too so feel free to contact us at admin@lrtawa.org.au for more information. We’d love to see you there.

Truck Driver medical standards should be improved

T

he truck driver medical standards should be improved to save lives on our roads. In its submission to the National Transport Commission’s review of Assessing Fitness to Drive, the ATA has recommended improving that instead of creating an extra driver health standard, the AFTD commercial standards should be improved to include objective screening tests for sleep apnoea, diabetes and cardiac risk level.

The submission begins, though, by recounting Nathan’s story. In February 2010, Nathan passed away after a B-double collided with his ute on the Pacific Highway. The B-Double driver had been examined under the medical standards just three months before the crash – but the exam had failed to reveal that he had severe sleep apnoea. The

B-double driver had fallen asleep at the wheel.

“The current AFTD screenings are subjective, unsuitable and out of date. They are unable to properly recognise medical issues that would affect a driver’s fitness to drive,” ATA CEO Andrew McKellar said.

“The rail medical standards include an objective screening matrix for sleep apnoea, a diabetes screening test and an objective cardiac risk assessment using the Australian absolute cardiovascular disease calculator,” Mr McKellar said.

To support its submission, the ATA sought legal advice from national law firm Holding Redlich. The advice concluded that no jurisdiction’s legislation would prevent AFTD from mandating specific examination procedures similar to the rail worker medical standards.

WATM • August 2021

17

News

$14 million of improvements to heavy vehicle rest areas across WA

W

ork will soon begin on $14 million of major upgrades to 14 heavy vehicle rest areas across regional Western Australia.

The locations were determined during extensive consultation with peak industry groups, including the Transport Workers Union (WA Branch), Livestock and Rural Transport Association of WA and Western Roads Federation.

Industry priorities comprised of major upgrades at Newman, Auski, Karijini and Leonora, and improvements at 10 key heavy vehicles sites in the Pilbara, Mid-West Gascoyne, Wheatbelt, Goldfields-Esperance and South-West regions, including waterproofing, better access and facilities.

The 2022-23 program, which has an allocation of $36 million, will also be developed through consultation with industry.

The State and Commonwealth governments have committed $50 million under the Freight Vehicle Productivity Improvements Program for improvements across the State road network.

Pilbara region upgrades • Marble Bar Road - Minor rest area improvements and construct ablution

block ($170,000); • Great Northern Highway at Karijini Drive - Upgrade rest area, construct ablution block ($1.06 million); • Great Northern Highway at Bell Street - Minor improvements and construct ablution block ($170,000); • Great Northern Highway, Whim Creek - Upgrade rest area and construct ablution block ($170,000); • Great Northern Highway, Newman Construct new rest area and ablution block ($6.16 million); • Great Northern Highway, Auski Construct new rest area and ablution block ($3.2 million); and • Great Northern Highway, Redmont - Minor rest area improvements and construct ablution block ($170,000).

Mid-West region • Great Northern Highway, Wubin - Minor rest area improvements and construct ablution block ($200,000); • Great Northern Highway 115 km north of Wubin - Minor rest area improvements, construct ablution block ($200,000); • North West Coastal Highway, Northampton - Minor rest area

improvements, construct ablution block ($200,000); • Minilya Exmouth Road - Minor rest area improvements, construct shower and ablution block ($400,000); • Great Eastern Highway, Northam - Minor RTTA improvements, construct ablution block ($100,000).

Goldfields-Esperance region • Main Reef Road (Goldfields Highway), Leonora - Extend RTTA, construct ablution block ($1.6 million).

South-West region • Willinge Drive, Bunbury - Minor rest area improvements, construct ablution block ($200,000).

Wheatbelt region • Great Eastern Highway, Northam - Minor RTTA improvements, construct ablution block ($100,000).

WA Transport Minister Rita Saffioti said, “Freight drivers provide an essential service and it's important we have the necessary amenities and facilities available in regional WA that these drivers need.

“I’d like to thank the Commonwealth for their financial contribution and the transport industry for all their work on the program.”

Rio Tinto to deploy world’s first fully autonomous water trucks in WA

R

io Tinto will deploy the world’s first fully autonomous water trucks at its $2.6 billion Gudai-Darri iron ore mine in Western Australia’s Pilbara region.

The new vehicles, primarily used for dust suppression on site, will enhance productivity by enabling mine operations to digitally track water consumption and reduce waste.

Developed through a successful collaboration with leading equipment manufacturer, Caterpillar, three water trucks will join Gudai-Darri’s fleet of Caterpillar heavy mobile equipment including autonomous haul trucks and production drills. The vehicle’s intelligent on-board system detects dry and dusty conditions on site, triggering the application of water to roads to keep them in good condition.

The refilling process is also completely automated with the water trucks recognising when it is time to refill, prompting them to self-drive to the water

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WATM • August 2021

stand, park and top-up before returning to the field. They boast a 160,000-litre tank capacity, a 33 per cent increase on Rio Tinto’s largest water truck which has a tank capacity of 120,000-litres.

Once deployed, the water trucks will be integrated into Rio Tinto’s existing Autonomous Haulage System which has been shown to significantly improve safety by reducing the risks associated with operators working around heavy machinery.

Rio Tinto Iron Ore chief executive Simon Trott said “We have worked closely with Caterpillar to safely and successfully deploy the world’s first fully autonomous water truck. Water spraying is a vital part of mining operations and this new technology will improve productivity and reduce water usage across our operations.

“The continued expansion of our autonomous fleet helps improve safety and continues Rio Tinto’s efforts to adopt world-leading technology to enhance our operations and realise our vision of making

Gudai-Darri one of the world’s most technologically advanced mines.”

Gudai-Darri is 100 per cent owned

by Rio Tinto, is located approximately 35 kilometres north-west of Rio Tinto’s Yandicoogina mine site, and about 110 kilometres from the town of Newman in the Pilbara region of WA. Construction continues to progress with production ramp-up on track for early 2022.

Once complete, the mine will have an annual capacity of 43 million tonnes, underpinning production of the Pilbara Blend, Rio Tinto’s flagship iron ore product.

News

TRUCKING INDUSTRY CONGRATULATES CRAIG SMITH-GANDER

T

he Australian Trucking Association has congratulated Western Australian trucking industry leader Craig SmithGander on being made a Member of the Order of Australia in the 2021 Queen’s Birthday Honours List.

Mr Smith-Gander was recognised for his significant service to surf lifesaving, transport logistics and the community. He has been the owner and managing director of Kwik Logistics since 2005 and the Chair of ATA member association Western Roads Federation since 2017. Mr Smith-Gander was elected to the ATA’s own board in May 2020.

ATA Chair David Smith said that Mr Smith-Gander had made a valuable contribution to the ATA and its network of member associations.

“Craig is vastly experienced in the corporate sector and in not-for-profit governance. He was the inaugural Chair of Westcycle, is the president of Surf Life Saving Western Australia and is a board member of

A

Surf Life Saving Australia,” Mr Smith said.

“As a member of the ATA board, Craig has applied his immense knowledge and network of contacts to helping the ATA modernise the way we approach governance and industry strategy.

“Craig is closely involved in the development of our new strategic plan and in our internal initiatives to update our engagement with our member associations.

We couldn’t do this work without his expert input.

“Craig is a fantastic recipient of this important honour,” Mr Smith said.

NTI release – More trucks, more freight but fewer crashes

major new report has found during COVID-19 Australia’s roads were the safest they’ve been in years, with the number of multi-vehicle crashes involving heavy vehicles down more than 16 percent.

NTI’s National Truck Accident Research Centre (NTARC) published its 10th, and now annual, national report into the cause of major crashes involving heavy vehicles.

NTARC author, Adam Gibson, of NTI, said the positive findings came despite more trucks and freight being on Australian roads, particularly during the pandemic.

Since 2003, when the first NTARC report was released, the number of freight movements and heavy vehicles has increased by 50%.

“The industry should be congratulated for keeping Australia moving and for keeping supermarket shelves stocked especially during COVID lockdowns,” Mr Gibson said.

The report found evidence road safety messaging is working with fatigue-related crashes involving heavy vehicles down from 27 per cent in 2005 to eight per cent last year.

“There’s been a massive reduction in multi-vehicle crashes involving trucks and the lowest number of fatigue-related crashes since NTI began keeping records 18 years ago. It is a credit to the industry, truck drivers and all road users.”

Technology and smart trucks are key to further driving down the road toll. The report found one in eight truck crashes were due to inappropriate speed for the conditions, however this did not mean the vehicles were exceeding the speed limit.

“Speed cameras, radar traps and increased speed enforcement help deter high speed offences, but data shows technology and smart braking systems on trucks are key to reducing single-vehicle rollover crashes.”

NTI is working with the National Heavy Vehicle Regulator (NHVR) to use data from the NTARC report to develop new education initiatives to further improve road safety.

To read the report visit www.nti.com. au/getmedia/ae58e078-20da-4a50-94271b641a189598/NTI-NTARC-Report-2021.pdf

Since 2003, when the first NTARC report was released, the number of freight movements and heavy vehicles has increased by 50%

South Coast Highway upgrades completed

T

he final stage of the WA State Governments $30 million South Coast Highway upgrade is completed.

The project includes the reconstruction of a six kilometre section of highway and the construction of two passing lanes between Bluff Creek Road and Kojaneerup West Road - improving road safety on this stretch of highway.

The $30 million, three-stage project has seen more than 11 kilometres of highway upgraded between Albany and Jerramungup in the Great Southern since the start of 2019.

Earlier staged improvements have included: • Mead Road Passing Lanes (Stage 1) - widening the road from seven to 11 metres between Killarney Road and Monty's Leap Winery, and construction of a westbound passing lane 2.5 kilometres west of Kalgan River Bridge (completed June 2019); • Kalgan (Stage 2) - widening a 2.8km section of road from seven to 11 metres between Monty's Leap Winery and the Kalgan River Bridge (completed April 2020).

The contract for Stage 3 of the project was awarded to WA company Ertech Pty Ltd in October 2020. It has supported more than 150 direct and indirect jobs during construction.

Transport Minister Rita Saffioti said, "The completion of these upgrades will mark a major milestone in our $210 million program of infrastructure works currently underway across the Great Southern region.

"We're also undertaking more than 485 kilometres of shoulder sealing and installing audible edge lines on sections of Chester Pass Road, South Western Highway, Albany Highway, Muir Highway, Great Southern Highway and South Coast Highway as part of the Regional Road Safety Program, to provide road users with a more forgiving and much safer driving environment".

WATM • August 2021

19

News

WridgWays Australia – placed into voluntary administration

Future planning of Fremantle underway with Westport

I

n a statement released in response to a condemning story

by A Current Affair, WridgWays CEO Kobus Fourie confirmed that WridgWays had been placed into voluntary administration citing the current turn of events as sad and promising to support our people as best as possible through this time.

“WridgWays has a long history of supporting the Australian consumer with relocating, and we remain committed to completing any in progress consumer deliveries, and will work to ensure all customers receive their belongings,” Mr Fourie said.

COVID-19 is apparently the key reason why this has happened with Mr Fourie saying, “As with many other iconic Australian businesses, WridgWays has been significantly impacted

by Covid-19, particularly some substantial non-payments by international removalists.

“This has resulted in difficulties within the WridgWays supply chain with some customers experiencing delays in fulfilling their delivery.”

In February, two WridgWay subsidiaries were liquidated and recently freight provider Pacific National lodged a winding up application in a bid to recover a debt.

The Current Affair exposed several contractors, one who had worked for WridgWays for 30 years. He claimed he was chasing the company for a $62,500 debt.

Western Australian subcontractor Grant Milentis said the company owed him more than $200,000..

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WATM • August 2021

T

he WA State Government is steaming ahead with the Westport project and has announced that the Western Australian Planning Commission will establish a Future of Fremantle Planning Committee for two years under the Planning and Development Act 2005.

With a new container port to be built at Kwinana, the committee will examine the future redevelopment of Fremantle's North Quay, and surrounding land, while continuing to develop a new vision for a Victoria Quay Waterfront Precinct.

The committee will be supported by Nicole Lockwood, the former chairperson of the Westport Taskforce, and a team within the Department of Planning, Lands and Heritage.

The committee will include representatives from State Government agencies, Fremantle Ports, industry, local government and the Fremantle community.

The new container port project is now entering its next stage to further define design and total cost.

FUEL SECURITY WIN

L

iquid and diesel fuel are critical to Australia’s economy, with 98 per cent of energy for the transport sector sourced from liquid fuel.

Despite this, Australia has dangerously low fuel stocks with only 20 days of consumption cover for diesel.

Parliament have passed two fuel security bills that will improve Australia’s fuel security and keep the trucking industry moving in times of emergency.

The bills will improve Australia’s stocks of transport fuels and support continued domestic fuel production by establishing a minimum stockholding obligation that will require fuel importers and refiners to maintain a minimum level of transport fuels, including diesel.

Combined with the Government’s $200 million program for building new diesel domestic storage, this represents a significant

boost to fuel security.

The Government should now progress the expected review of the Liquid Fuel Emergency Guidelines 2008 and section 47 of the Liquid Fuel Emergency Act 1984 to ensure trucking businesses cannot be sued for prioritising customers in line with government policy during a fuel security emergency.

Under current rules, trucking businesses would face legal uncertainty if expected by government to prioritise the delivery of particular goods, such as food, during a fuel disruption.

Delivery contracts in the trucking industry do not typically allow for the delay or nondelivery of a contracted job as a result of a fuel shortage or guidance from government to prioritise a particular type of delivery for the health, safety or welfare of the wider community.

Dananni Haulage’s Georgia Goss – the next generation industry leader

T

en of Australia’s young trucking professionals have been welcomed to the 2021 Daimler Future Leaders’ Forum – a career-defining program that nurtures the next generation of industry leaders.

Delivered by the ATA in partnership with Daimler Truck and Bus Australia Pacific, the forum gives young leaders the tools and training needed to become strong, knowledgeable industry

A

advocates.

The 2021 Future Leaders represent a wide array of industry professions, from mechanics and directors to operations management, finance and technology.

“Now in its fourth year, the program addresses the issues of today, including safety, building business productivity and recruiting skilled and motivated employees.

The 2021 program will see participants meet in Canberra for two days of intensive workshops with mentorship from experts in leadership, media and political training.

Representing Western Australia is Georgia Goss who is the Workshop and Administration Assistant at Dananni Haulage.

Georgia has the ambition to be part of a better, safer future in transport and wants to develop her potential as an industry leader and build her professional skills.

By taking part in the 2021 Future Leaders’ Forum, Georgia will gain an insight into how businesses can effectively influence government policy, learn how to handle media interviews and build her professional networks.

WA ready to lead Australia’s $7.4 billion battery industry

T

he WA Government has welcomed the Future Charge: Building Australia's Battery Industries report identifying WA’s significant role in the global future battery industry.

The independent report, prepared by Accenture for the Future Battery Industries Cooperative Research Centre, predicts the industry will contribute $7.4 billion per year to Australia's economy and create 34,700 jobs by 2030.

Demand for batteries in electric vehicles and energy storage systems is forecast to increase 10 times over the next 10 years.

According to the report, Australia can compete in several segments of the global battery industry, including refining, active materials manufacturing and battery manufacturing.

WA is the only State to have a clear strategy to support the development of the industry and also has all the battery minerals needed to make a battery.

Companies such as Tianqi, Albemarle, IGO and BHP Nickel West are positioning WA as a significant global producer and exporter of lithium hydroxide and nickel sulphate.

The Department of Jobs, Tourism, Science and Innovation is actively engaging with global precursor cathode manufacturers to build a manufacturing facility here in WA.

Out of date truck widths says ATA

new analysis from the Australian Trucking Association has revealed that Australia’s out of date truck width rules are restricting the availability of zero emission trucks to the Australian market.

The ATA suggests that trucking operators are eager to embrace safer, zero or low emission vehicles, however, they simply can’t because the Australian rules prevent trucks built to European or US widths from being used on our roads.

In its submission on the Australian Government’s Safer freight vehicles discussion paper, the ATA called on the Government to adopt 2.6 metre truck and trailer widths, to enable USA and European trucks to enter the market.

“New analysis by the ATA shows that in Europe there are more than three times the number of zero emission truck models on the market than we have in Australia. In the United States, it is more than five times,” ATA CEO Andrew McKellar said.

“The Government discussion paper identifies trucks based on EU or US market designs (including those made in Australia) make up around 60 per cent of new heavy trucks, and the cost of redesigning these trucks is already estimated at up to $30 million per year.

“The paper also identifies that likely future changes, including electric and hydrogen systems, will be increasingly difficult or not economical to adapt to Australia’s 2.5 metre truck widths,” he said.

The ATA submission highlights that Australian trucking operators need early market access to both battery electric and hydrogen fuel cell trucks, and that zero emission trucks need to be deployed at scale to reduce costs and ensure commercially viable options exist for reducing transport emissions.

“The United States has the greatest supply of zero emission truck models, made possible by zero emission truck purchase

incentives for operators and a better truck width standard. These incentives and standards should be embraced here in Australia,” Mr McKellar said.

“Moving at the same time to a 2.6 metre width for trailers would deliver clear benefits for refrigerated operations, roll stability and work health and safety,” he said.

Mr McKellar said the ATA welcomed the safety package proposed in the discussion paper, which would mandate extra safety technologies for wider vehicles.

“These technologies would improve driver vision and include lane departure warning and side underrun protection for vulnerable road users,” he said.

The Government discussion paper considers options for increasing truck and trailer widths from 2.5 metres to either 2.55 metres or 2.6 metres. In the United States, the standard width is 2.6 metres. In Europe, it is 2.55 metres with 2.6 metres for refrigerated trucks.

WATM • August 2021

21

Over to you

Lights on the Hill presented by Tracmach

By Kevin Toovey

This is the first year that Tracmach has had the sled at the event. Bob Lukins John Deere 6030 went well, some of the smaller and older tractors were struggling to get it started. The green slippery grass didn’t help with traction

T

albots Farm on Heppingstone road was the destination at Brunswick Junction. It is one of those events where people come to catch up with everyone else. I also think it brings back memories for many people to see the bulldozers and graders working in the paddock. If you were not driving one of these machines yourself you might have grown up in the country and seen your parents or one of the contractors operating one of these old machines building dams or roads.

The event was on a beautiful day not to hot not to cold. There was a great line up of 100 plus tractors, beautifully restored trucks, cars and stationary motors.

Above & below: Crawlers in action. Some of these machines would have been anything but comfortable in adverse conditions, no cab, shade or spring seats.

REO and Kenworth

Cars and trucks

Morris Commercials.

22

WATM • August 2021

Barry Napoli’s Mack Superliner

The Catalano Fleet

The LRTAWA’s Muscle Mite is the smallest prime mover registered in Australia Some of the large tractor line up

A nice Kenworth tray back

The recently restored Dodge belonging to Russell Mehrtens looked excellent and still sounded as loud as it did in the 70s thanks to the Detroit 6V-53 motor

Two horse power

Another crowd pleaser was the PTO tractor dynamometer, most came close to their original specification allowing for the 50 plus years of work they had done

Below & right: Lights on the Hill features machines doing earthmoving tasks, there is always plenty of bulldozers, a few graders and some tractors towing ploughs and scarifiers

WATM • August 2021

23

History

The History of the West Australian Road Transport Industry

By Russell McKinnon

1977 W

estern Australia became the first State to permit trailers even bigger than the Salter Committee recommendations, with a maximum length of 12.5m. Studies revealed that the strain on the road surface increases by a four-to-one ratio in proportion to the load carried by a vehicle axle. For example, the road strain caused by an 8.2-tonne axle load (standard in WA for more than 40 years) is only one 16th as great as that caused by a 16.4-tonne axle load. Road trains, therefore, have avoided the need to increase axle loads and therefore to build heavier-duty and much more costly roads.

Instead, they spread their enormous weight over so many axles that the individual axle load is actually lighter. The biggest road train operating in WA is a quadruple bottom (a truck towing three trailers) with a gross weight of 138 tonnes — carried by 19 axles.

The Commissioner of Taxation indicated an alternative method for the method of payment of Road Maintenance Charges, requiring a less detailed method of recording distances travelled. The Association accepted the new method.

The South Western Australia Transport Study was getting closer to fruition with the February 16 Council meeting being apprised of the current status. It had its genesis a year or two earlier and the following points were noted: 1. The group was looking at changes in transport policy, which would be effective for the next 15 years.

2. Studying the effects of policies No 1 and No 5 with the intention of submitting recommendations somewhere between these two policies.

24

WATM • August 2021

3. In studying road transport costs and activities, it was investigating direct road line haul, ancillary user vehicles frequency of service required, road trains, local delivery, and road tax revenue compared with actual road maintenance costs.

4. The team would be relying upon information from the Association members concerning utilisation of vehicles plus terminal handling costs.

5. Its recommendations would be finalised by late 1977.

The Commercial Vehicles Industry Association organised a “Roadeo” at Gloucester Park in conjunction with the

Western Australia became the first State to permit trailers even bigger than the Salter Committee recommendations, with a maximum length of 12.5m.

Studies revealed that the strain on the road surface increases by a four-to-one ratio in proportion to the load carried by a vehicle axle annual Truck Show. WARTA set aside $1000 for the event on the proviso that members could use their own vehicles and display advertising at the venue. The event was staged in early 1978 and minutes at the time show that the Association suggested its involvement in future should be “reduced”.

Demolition work had commenced on the building next to the Association premises so it was decided to remove the existing boundary fence and outside toilet and lop the tree so as not to interfere with

the construction of the new building.

It was suggested by a member that a Carnarvon branch be opened (or reopened as one was established in 1964) but it was considered by the Executive that there was insufficient justification to do so.

Viv Hall stood down as Chairman of the Transport and Shipping Division at its Annual General Meeting of July 5, after four years in the position, and F Williams replaced him.

The Government approved the use of double-bottom road trains between Wubin and Muchea and between Geraldton and Mullewa.

Agreement was reached between the TWU and Association on a 10-hour rest period between shifts and the hours of work for long-distance drivers.

It was resolved at the September 13 combined meeting of the Transport and Shipping Division and the Long Distance Division to amalgamate. The committee was to be expanded by two members and the new name to be the Shipping and Intrastate Transport Division.

Wridgways changed its name to Ansett Wridgways on September 23.

A flurry of meetings were staged from September 29 until October 14 regarding a TWU strike based around Bell Bros and rates in the North-West. Sub-contractors were striking and general drivers had joined the strike. The Association offered the following rate increases in a move to halt the strike: General cartage, 9 percent increase now and 4 percent on January 1, 1978; hauliers’ rates, 7 percent increase now and 5 percent on January 1, 1978; road trains, a rate was adopted because there was none beforehand. At the following day’s meeting it was noted that the offer by the Association was rejected. A September 27 offer seemed to do the trick, along with a few other incentives, including legislation, and the strike ended after 33 days.

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Behind the people who keep Australia moving Everything we do, every day, relies on the people who literally keep Australia moving. From the fresh food in our supermarkets, to the petrol in our cars, from the school bus, to the train you catch to work, even your holiday travel. None of it would happen without transport workers.

And behind them is TWUSUPER, the industry super fund for the people who look after you.

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SUPERRATINGS GOLD 2019 PENSION

TWU Nominees Pty Ltd, ABN 67 002 835 412, AFSL 239163, is the trustee of TWUSUPER ABN 77 343 563 307 and the issuer of interests in it. 55621 26 WATM • August 2021